Internal-combustion engine and method of charging the same



J. vESSEN.

INTERNAL COMBUSTION ENGINE AND METHOD 0F CHARGING THE SAME. APPLICATION FILED MAR. 2I. |916.

1,330,874.. I Patented Feb. 17,1920.

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INTERNAL COMBUSTION ENGINEKAND METHOD 0F CHARGING THE SAME.

APPLICATION FILED MAR. 2l. 191s.

1,330,874. l Patented Feb. 17,1920.

4 SHEETS-SHEEI 2.'

J. IESSEN.

INTERNAL COMBUSTION ENGINE AND METHOD 0F CHANGING THE SAME.

APPLICATION FILED MAR.

the explosion cylinder.

UNrTED STATES PATENT oEEIoE.

JAMES JESSEN, OF MINNEAPOLIS, MINNESOTA, ASSIGNOR 0F ONE-HALF TO JAMES MoNUL'IY, 0F MINNEAPOLIS, MImSOTA.

INTERNAL-COMBUSTION ENGINE AND METHOD OF CHARGING THE SAME:

v Specification of Letters Patent.

Patented Feb. 17, 1920.

Application led March 21, 1916. Serial No. 85,573.

combination with the explosion cylinder of' an internal combustion engine preferably what is known as the two-cycle type, means for completely scavenging the cylinder afterV explosion so as to entirely displace the gases of combustion and lill the cylinder with air and thereafter mixing with the air in the cylinder a certain portion of combustible, which last step may be effected `after partial withdrawal of some of the air theretofore introduced into the cylinder.

lIt is also an object of my invention to provide a gas engine having an ordinaryeX- plosion cylinder in which the powerpiston operates and which is provided with an ex-j haust port onv one side'thereof and one or more yinlet ports on opposite sides of the cylinder from the exhaust port and preferably spaced one above another along an element of the cylinder in combination with a second cylinder having therein certain chambers and pistons whereby the air necessary to replace the burnt gases in the explosion cylinder may be supplied at the proper time and in lproper quantities to the explosion cylinder and may thereafter .be withdrawn from said cylinder, and whereby the combustible material may be developed into a carbureted explosive mixture of very lgreat richness which will be injected into the air filled explosion cylinder at a desired point after the exhaust cylinder has been closed and the power piston is moving upward in its compression stroke.

It is a further object4 of my invention to provide mea-ns for regulating the relative amounts of air and gas, by gas meaning the rich carbureted combustible heretofore referred to, which will finally be retained in This-regulation is preferably eifected by adjusting the position of one of the pistons in the second cylinder so that the ports therein are changed in their relative position to the inlet port or ports of the power cylinder.

It is a further object of my inventionto provide in connection with the motor embodying means for effecting the method or process above referred to a particularly simple and eficient cooling means which embodies not only a circulating system but also the air and. gas which are taken into the combustion cylinder, the gas being thereby preheated and therefore better fitted for producing uniformly eiiicient combustion.

The full objects and advantages of my invention will appear in connection with the detailedA description thereof and are particularly pointed out in the claims.

In the drawings illustrating the application of my invention in one form,-

Figure 1' is a sectional elevation vof an internal combustion engine embodying means for carrying out my improved process, said section being taken through the longitudinal extent of the crank shaft. Fig 2 is a sectional elevation taken through one of the power cylinders and across the crank' shaft. Fig. 1 is taken on line N-N of Fig. 2 and Fig. 2 on line V-V of Fig. 1. Fig. is a sectional plan view of a 'two cylinder internal combustion engine having a cordinated .set of instrumentalities for carrying out my process taken in the position 'of line Z-Z of 2. Fig. 4 isa similar view taken on line X-X of Fig. 1. Fig. 5 is a similar view taken on line W-W of Fig. 1. Fig. 6 is a similar sectional plan taken on line` Y-Y ofv Fig, 2.

Fig. 7 is a sectional elevation taken on line .P-P of Fig. 1. Fig. Sis a sectional elevation taken on line O-'O of Fig. 2. Fig. 9 is a sectional elevation taken on line M--M of Fig.' 1. Fig. 10 is a sectional elevation and Fig. 11 a detached view of a gas controlling piston showing a preferred form of controlling the relative amounts of gas and air which may pass to the combustion chamber. Fig. 12 is an elevational sectional view' taken on line Q-Q of Fig. 2.

In the form of my invention illustrated and described I preferably employ a pair of explosion cylinders 15, 16 having therein pistons 17, 18 connected by piston rods 1920 with a crankshaft 21 operating in a housing or crank case. 22 which is open to atmosphere through ports 23 and 24. In the bottom of the crank case is oil, as indicated at 25, which ders 27 and 28, respectively, each provided with a lower chamber A1 and B1,-respec tively, and an upper chamber of smaller diameter A2 and B2, respectively. As clearly shown in Figs. 1, 3 and 5 an outer casing 29 forms a water jacket which incloses explosion chambers A and B and the'upper secondarychambers A2 and B2. The Water circulating chamber 30 formed by casing 29 extends through an elongated opening 31 at the top into an enlarged outlet pipe 32. A correspondingly large inlet opening 33 is formed at the bottom of chamber 30, as clearly shown in Figs. 3 and 5. It will thus be seen that a large .circulating area entirely surrounding the combustion chambers A and B and the charging chambers A2 and' B2 is provided with large inlet passageway at the bottom and large outlet passageway opening entirely across the top, thus insuring ready and natural circulation without requiring any pump.

As best shown in Figs. 2, 4 and 9, an extended exhaust chamber 34vopens through f an elongated opening 35 into an exhaust pipe 36 and through a multiplicity ofpor'ts 37 into the combustion chambers A and B.

Having reference to Figs. 2 and 4 it will be observed that a plurality of inlet openings 38 and 39 are provided from combustion chambers A and B into a series of air passages 40 and 41, which connect through vertical passageways 42 and 43 with chambers A1 and B1 respectively.

of inlet ports 44 extend into'com'bustion chambers A and B and are. adapted to be` 4hereafter be pointed out, are adapted to be put into direct communication with chambers A2 and B2 when said chambers are filled with gas under compression for admitting therequisite amount of said gas into combustion chambers A or B, said chambers having been previously filled with air which has replaced the burnt gases after exhaust from an1explosion.

1 As shown in Fig. 3, Athe ports 44 comprise continuous passageways extendin from combustion chambers A and B to c ambers A2 and B2, and opening and closing of said ports 44 to permit passage of air or gas according to the conditions involved is e'ected by reciprocation of the pistons 47v and 48.

Furthermore, having reference to Figs. 2 and 3, another set This mayy be effected in various ways, as

illustrated in Fig. 2. A shaft 49 has loose 20 have their point of pivotal connectionwith arms 56 advanced somewhat from the angular center of oscillation of said arms 57 therewith. In the position of the parts as shown in Fig. 2 the piston 17 has just reached the limit of its outgoing stroke and has Started to return. The charging piston 47 has already moved up for a portion of its stroke and has considerably more than half of its up stroke yet to make. It will thus be seen that the piston 47 moves up and down nearly concurrently with piston 17 but al- Ways somewhat in advance of such movement. y

The exhaust ports 37 and the sets of inlet ports 38 39 and 44 are all directly controlled by movement of the main pistons 17 and 18 and it will be observed that exhaust ports 37 and lower series of inlet ports 38 and 39 are open at the same time. Air

at this time, as shown by the arrows in 1 2, is entering chamber A from chamber through passageway 42 and ports 38, the upwardly moving piston 54 having slightly compressed the air in chamber A1 so that this air readily follows the burnt gases as the same exhaust through ports 37, completely displacing said burnt gases and fill-I above piston 55 through passageway 43. As

best shown in Figs. 6, 9 and 12, passageways 62 and 64 are formed between the cylinders .forming the air chambers'A1 and B1. The

upper portion of passageway 62 is provided with a port 63 entering the upper portion of chamber A1 and with a p'ort 65' entering the lower portion of chamber B1, similarly passageway 64 is provided with a port 66 `entering the lower portion of chamber A1 and a port 67 entering the upper portion of chamber B1. lt will thus be apparent that the upper portion of vchamber A1 is always in communication with the lower portion of chamber B1 and the upper portion of chaml lished through such ports'and the casing ports 23 or 24 with the outside atmosphere and the interior of vchambers A1 or B1 through the cylinder ports 38 and 39. It is 1 to be observed that plston 54 will be loing up when piston 55 is going down an vice versa. These pistons are double acting so that in the movement thereof suction and compression is alternately eected on opposite sides of the piston. The up' stroke of each of these pistons has compression above and suctionbelow the piston. The down stroke reverses this and has suction above and compression below the piston. Since the portions of j the chamber respectively above and below the pistons in one chamber are in communication with the opposite sections or those below and above the piston and the other chamber, it will be seen that air entering one chamber above one of the pistons on the downward or suction stroke of such piston will enter the other chamber below the other piston on the correspond- .ing upward suction stroke of that piston and both pistons from air chambers A1 and B1.

Having reference particularly to Figs. 3, 6 and 9, it will be observed that a passageway 70 is provided in the central portion ofthe space between the four cylinders 1'5, 16, 27

and 28, which passageway extends into a chamber 71 adjacent the casing forming the air chambers A1 and A2. From the bottom of chamber 71 a port 72! leads to a; passageway 73 which by a pipe 74 is placed in connection with the carbureter 75 secured to the back of the water-jacket casing 29 but in this casing is a branch passageway 76 which communicates through ports 77 andv 78 with the interior of cylinders 27 and 28.

As clearly shown in Fig. 3, the pistons 47 and 48 control the ports 77 and 78. When either of said pistons has been moved into its upward position, creating a vacuum ini the gas chamber 79 below such'piston, the carbureted fuel mixture from the carbureter will 'be drawn intosaid gas chamber 79. The two gas chambers 79 are connected bya passageway 80, as shown in Figs. 5, 8

and 9, and a vertical passageway 81 in 'turn between cylinders 27 and 28 in turnconnects with chambers A2 and B2 through ports 82 and 83, as clearly shown in Fig. 8, the chambers A2 and B2 being above pistons 47 and 48. It will be seen that the air passage 70, the carbureting manifold 76, the gas chambers 79, the communicatingpassageway 80 and the Vertical passageway 81 are all in the body of the engine proper, more or less surrounded by the water in the circulating system. The carbureted gas or explosive mixture will therefore have be- 'come thoroughly heated before it enters chamber A2 through port 82 or chamber B2 through port 83. It is to be noted also that the gas is subject to alternate compression and Vacuum under the lower portion of pistons 47 and 48 during all of the period it may be caused to travel from one gas chamber 79 to the other, and vice versa, entering chamber A2 or B2, as the case may be, whenever piston 47 uncovers port 82 or piston 48 uncovers port 83. From the above considerations 'it will be seen that the gas chambers 79 are alternately compression Vchambers and vacuum chambers, and likewise the chambers A2 and B2 are alternately compression chambers and vacuum chambers. The subjecting of the gas in these chambers and passageways to the movements above referred to will have the effect of perfectly disintegrating the oils, even of the heavier type. From the chamber 'A2 the gas may travel through a passageway 84 to a port 85 at the lower end of said passageway, which at the proper time is brought opposite some ofthe ports 44 opening into combustion chamber `A. Similarly, gas from chamber B2 travels through a passageway 86 to a port 87 near the bottom of said passageway, which at the proper time is brought into registry with some of the inlet ports and passafgeways 44 entering the combustion chamber B. Y

vFrom lan inspection of Fig. 3 it will be noted that in this form the port for air pas# sage 45 and for gas passage 84A of piston 47, and the port for "air passage 46 and for gas passage 86 of piston 48 are in a common horizontal plane so that, as clearly shown, for combustion chamber A air and gas may simultaneously be entering said combustion chamber through ports 44. Since the gas is at the greater pressure this will ordinarily result in a displacement of air from the combustion chamber as the gas enters. Since the respective air and gas ports are in a common circumferential plane forming the openings into passageway/s 44, it is obvious that by rotating pistons 47 or 48 the gas admission and air admission openings may be actually and relatively varied at will so as to increase and decrease the amount of gas admitted and correspondingly increase or decrease the amount of air which may be reconducted .from the combustion chamber. The oscillation of the cylinders may readily be eftending into passageway 84 as piston 47 is reciprocated.V A similar linger` 93 slides in passageway 86 of piston 48. By means of.

a lever arm 94 fast on shaft 88 or shaft 89, such shaft may be rocked which will' rock the finger 92 or 93 and turn iston 47 or 48 on the rod 52 or 53 until t evrelative'degree of adjustment is effected. If desired the two shafts 88 and 89 may be geared together so as to be movedv in unison as indicated at 95 in Fi 8.

In the form o adjustment just referred to in Fig. 3 the air and gas passa es may be simultaneously in connection wit the combustion chamber, which may result under somevconditions in escape of gas with the air leaving through passage 45. A preferred form of communicatlon between the air chamber and the combustion chamberv is shown in Figs. 10 and 11. As there illustrated, a single inlet port 100 is provided into each ofthe combustionl chambers. The chambers A1 and B1 not only communicate with inlet ports 38 in the same manner as in the constructions shown in the other. figures but a different type of piston 101 o erates in chambers A2 and B2, which cham ers are closed at the bottom and have a vertical air passageway 102 extending along the side of cylinders 27 or 28 which is opposite the explosion cylinders 15 and 16, said passageways 102 opening through a port 103 into the central4 portion of chambers A2 and B2. A passageway 104 extends transversely across the central portion of piston' 101 which throughout a considerable art of the stroke of the piston opens throug ,port 103 into air passageway 102.. 4The, Vvpassageway 104 connects with a port 105 in the wall of piston 101 which port is provided with an oblique wall 106 separated by a partitionv 107 from a similar oblique wall 108 of a gas port 109 which communicates through a passageway 110 in piston 101 with the upper portion of chamber A2 or B2. The relation of ports 105 and 109 and the parallel oblique walls 106 and 108 thereof is best shown in Fig. 11. The strip of piston wall 107 which separates these ports is of substantially the same dimension as the inlet port 1-00 which has its upper and lower walls extending parallel with`walls 106 and 108. It will be seen from the above that as the piston 101 reciprocate'sv it may first open communication of inlet port 100 with air port 105 and then with'gas port 109, orv vice versa, but communication cannot beeected with both the air' port and the gas port at the same time. By rotating piston 101, which is effected by the same means already described for rotating pistons 47 and 48, the time and extent of opening of air port 105 and gas port 109 intoinlet port 100 may be varled actually and relatively, due to the oblique extent of walls 106 and 108 and the consequent substantially wedge-shaped form of ports 105 and 109. These ports are offset circumferentially l'on the cylinder of the piston so that in one position of adjustment the gas port only may be opened to'inlet port 100 y and from this maximum feed'of gas' the degree of feed may be varied downto any `de.

sired minimum feed of gas and maximum opening of the air ports, such maximum opening of air ports permitting air in the explosion chamber to escape through passageways 104 and 102, as 'indicated by the arrows so that an explosive charge of minimum e ciency may finally be received in the ex losion chambers A or B'.

claim:

1. The method of charging'internal combustion engines which consists in replacing the burnt gases in the combustion chamber with air at the time of exhaust, conducting additional air into the combustion chamber after the exhausty port is closed and during the compression stroke, withdrawing a predetermined quantity of this air out of the combustion chamber during the compression stroke of the engine, and thereafter and during the compression stroke of the engine in the combustion Y the compression stroke of the engine inject- .ing 4into the combustion chamber a desired quantity of combustible to be mixedwith the air and form the combustion charge, and regulating the amount of withdrawal ofr air-and the amount of combustible in 4. A two-cycle internal combustion engine comprising a cylinder having exhaust ports andtwo'sets of admission ports, a piston in madera said cylinder controlling all said ports, means independent of said piston for injecting air into the cylinder through both sets of admission ports, and means for thereafter injecting explosive mixture into the cylinder through one of said sets of admission ports.

5. A two-cycle internal combustion engine comprising a cylinder having exhaust ports and two sets of admission ports, a piston in said cylinder controlling all of said ports, means independent of said iston for inject-t ing air into the cylinder t rough both sets of admissionports, and means for injecting explosive mixture into the cylinder through one only of said sets of admission ports.

6. An internal combustion engine comprising a cylinder having an admission port,

means to supply air under pressure through said port to the cylinder, means to supply explosive mixture through said port to the cylinder, a reciprocating valve for determining the time and duration of supply of air and' explosive mixture respectively to said admission port, and means to adjust said valve to vary said proportions.

7. An internal combustion engine comprising a cylinder having an admission port,

a second cylinder, a reciprocating piston in the-second cylinder provided with apair of ports adapted to be Vsuccessively brought into register with said admission port during the reciprocation of the piston, means for supplyingair under pressure through one of said piston ports and said admission port to the cylinder, and means to supply explosive mixture under pressure throug the other piston port and admission port to the cylinder.

8. An internal combustion engine comprising a cylinder having an admission port, a second cylinder, a reciprocating piston 1n the second cylinder provided with a pair of ports adapted to be successively brought into register with said admission port during the reciprocation of the piston, means for supplying air under pressure through one of said piston ports and said admission port to the cylinder, means to su ply explosive mixture under pressure t rough the other piston port and said admission port to the cylinder, and means to vary the extent of opening of said respective piston ports.

9. A two cycleinternal combustion engine comprising a power cylinder, a piston working in said cylinder, a crankshaft to which said'v piston is connected, an air pump cylinder and a combustible gas pump cylinder, a piston operatin lin each of said cylinders, means connecte to said crankshaft for operating said last mentioned pistons at substantially ninety degrees from said power piston, inlet and outlet ports for all of said cylinders, means associated with said lpower pisworking in said cylinder, a crankshaft to which said piston is connected, an air pump cylinder and a combustible gas pump cylinder, a piston operating in each of said cylinders, means connected to said crankshaft for operating said last mentioned pistons at substantially ninety degrees from said power pist oninlet and outlet ports or all of said cylinders, means associated with said power piston for controlling the inlet and outlet ports of the air pump cylinder, means associated with the gas pump piston for controlling the gas inlet port of the power cylinder and means associated with said power piston for controllin the inlet and outlet ports of said power cy inder. o

l1. A two cycle internal combustion engine comprising a power cylinder, a piston i working in said cylinder, a crank shaft to ports of the air pump cylinder, means for jointly` controlling the gas inlet port to the power cylinder by the power piston and the pump piston.

' l2. A two cycle internal'combustion engine comprising a power cylinder, a piston V Working in saidcyllnder, an air pump cylinder and a gas pump cylinder, a piston operating in each of said cylinders, means for reciprocating said pump pistons relative to the movement of said power piston so that when the latter, completes its stroke the pump pistons are in t e center of the stroke, inlet and outlet ports for the air pump vcylinders controlled by the power piston, inlet ports from the gas pump cylinder to the power cylinder substantiall i midwayin the power cylinderand contro led by both the gas pump piston and the power piston, and inlet and outlet ports for the power cylinder controlled by the ower piston.

An internaf) combustion engine conprisin a power cylinder, two"gas pump cylin ers, double racting pistons working in sa1d gas pump cylinders in o posite directions, common inlet orts at t e same ends of said gas pump cy inders connected with the fuel supplyand controlled by said pistons, outlet orts from said ends of said gas pump cylin ers connected to a common passageway, inlet ports at the opposite ends of said gas pump cylinders controlled by sald pistons and connectedto said common pasy 1n-l cylinder` and a pump piston operating 1n said cylinder, a gas pump cylinder and a valve piston operating-1n said cylinder, con

nections between said pump piston and said valve piston, means ooperating with said crank shaft for operating said pistons so that when the'power piston is at the end of its stroke, the pump and valve pistons are substantially at the center of their stroke and vice versa, and a second set of inlet ports to the power cylinder controlled by the valve piston.

15..In an internal combustion en 'ne the combination with the crank sha of a power cylinder and a piston working in said lcylinder, air inlet ports and exhaust ports controlled by said power piston, an air pump cylinder and a pump piston operating in said cylinder, a gas pump cylinder and a valve piston operating in said cylinder, connections between said pump piston' and said valvel piston, means coperating with said crank shaft for operating said pistons so that when the power piston is at the end of its stroke the pump and valve pistons are substantially at the center of their stroke and yice versa, a second set of inlet ports to the'power Cylinder controlled 4 by the valve piston, and inlet ports to the gas pump cylinder controlled by the valve piston.

16. In an internal combustion enginethe combination with the crank shaft, of .a

45, power cylinder and a piston working 1n said cylinder, air inlet ports and exhaust ports controlled by said power piston, an air pump cylinder and a pump piston operating 1n said cylinder, a gas pump cylinder and a valve piston operating in said cylinder, connections between said pump piston and said valve iston, means coperating with said crank s aft for operatlng said pistons so that when the power piston is at the end of its stroke the pump and valve pistons are substantially at the center of their stroke, and vice versa, a second set of inlet ports to the power cylinder controlled by the valve piston, and air inlet ports to the air pump cylinder controlled by the power iston.

17. nan internal combustion engine the combination with a crankshaft, of a power cylinder and apiston operating in said cyl- "said cylinder, a

piston, and means connected to the crank-` shaft for operating said pump piston and said valve piston substantially ninety degrees from said power piston;

18. In an internal combustion engine the combination with a4 crankshaft, of a power cylinder and a piston operating in said cylinder, air inlet, ports and exhaust. ports controlled by said power piston, an air-pump cylinder and a pump piston operating in as-pump cylinder having two chambers an a double-acting valve piston operating in said cylinder to pump gas in the two chambers, a passageway connecting the two chambers, a second set of inlet orts to the power cylinder jointly conrolled by the valve piston and thel power piston, said valve piston eiecting communication through said inlet ports between the two chambers and the ower cylinder at theend of its stroke, an means connected to the 'crankshaft for operating said pump piston and said valve piston substantially ninety degrees from Said power piston.

19. In an internal combustion engine the combination with a crankshaft, of a power cylinder and a piston operating in said cylinder, air inlet ports and exhaust ports controlled `by said power piston, an air-pump cylinder and a pump piston operating in said cylinder, a gas-pump cylinder having two chambers and a double-acting valve piston operating in said cylinder. to pump gas in the two chambers, a passageway connecting the two chambers, a second set of inlet ports to the power cylinder jointly controlled by the valve piston and the power piston, said valve piston effecting communication through-said inlet ports between the two chambers and the power cylinder at the in presence of two witnesses. l

y y JAMES JESSEN.

Witnesses:

H. A. BOWMAN, ALEX L AoAAnn. 

